Railway-track construction.



J. H. F. SGHULZE.

RAILWAY TRACK CONSTRUCTION.

PPLIUATION FILED nu 5, 1908.

Patented July 6, 1909.

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JOHN H. F. SOHULZE, OF NEW YORK, N. Y.

RAILWAY-TRACK CONSTRUCTION.

Specification oi' Letters Patent.

Application filed May 5, 1908. Serial No. 431,037.

Patented July 6, 1909.

To all whom it may concern:

Be it known that l, Jox-IN H. F. Sonoran, a citizen of the United States, and a resident of the city oi" New York, Jamaica, borough o1: Queens, in the county of Queens and State oi New York, have invented a new and Improved Railway-Track Construction, of which the following is a full, clear, and exact description.

This invention :is an improved construction oi railway tracks and has ior its purpose to provide jlor the easy removal and replacement of the head of the rail, which is the only part worn, without interfering with the rail connection with the road bed. This l aecomplish by constructing the rail web of longitudinal sections, each having a recess in its upper edg'e forming, when the sections are placed. together, a longitudinal groove, and the rail head with a depending flange fitting into said groove. The sections oii the rail web and the intermediate rail flange of the rail head are secured together by bolts which also pass through tie-bars extending between the rails.

Reference is to be had to the accompanying drawings :forming a part of this specification, in which similar characters ot reiterence indicate corresponding parts in both views.

Figure 1 is a perspective view, partly in section, of a rail., and the foundation on which it is placed, constructed in accordance with my invention; Fig. 2 is a plan of my improved railway track.

Described in detail, the rail of my improved track has a web substantially centrally divided on a vertical plane, forming it into two longitudinal separable halt sections 5, 5, each section being integral with the usual ilange 6, the edge of the inner lange being downwardly turned as indicated at 6, ln the top edge ot the rail web sections are recesses forming, when the sections are placed together, a groove for receiving a depending ilange 7 :termed integrally with the head. S oit the rail, the bottom edges oi this head preferably extending slightly below the top oi' the flange to iiorm the beads 9 at opposite sides. Between the flange 7 and the walls of the groove oi the web is placed a layer 10 of sound deadening material, such, for eX- ample, as mineral wool. Extending between the opposite rails at suitable intervals are tie-bars 11 having ilattened or headed opposite ends 12 which are secured to the rails by cross-bolts 13, these bolts also pass ing through and securing the rail sections, and the upper bolts in addition to securing the two sections of the rail web and the tiebar together' 'further pass through and secure the depending flange 7 oill the rail head. The flanges G oil. abutting rails are connected together by {ish-plates 141:, and the rail heads are made of such length that the joint between them will tall intermediate the ends ot the ilange and web sections in order that no 'further oining means between them will be necessary.

Each complete rail is supported on a concrete or other like foundation 15 which. extends inwardly oi the road bed to the flanges 6 only, the intermediate space between the rails being :Filled with any suitable ballast. Between the rails and their' respective ioun dations is placed a layer oi sound deadening material 16, such as mineral wool, and the foundations at suitable points are constructed with cross channels 17 lier the pur pose of' drainage.

lt will. be seen :lrom Fig. 1 that the layer of mineral wool between the i'lange 7 and the walls ol. the web, is also extended at opposite sides over the top edge oi` the web, terminating adjacent to the beads 9, the latter operating to prevent the side portions oi the web from springing outwardly or becoming upset by the pounding of the car wheels, which obviously greatly adds to the strength o'l the construction.

When the ail becomes worn, or it is nece. sary to renew it for other reasons, it is only necessary to take out the upper bolts 18 in order to remove the rail head lroin the web, thus in no way interfering with the connections of the rail flanges to the road bed. This removing and replacing oi the rail head may be quickly performed and accordingly may be done without interfering with the ordinary trailic.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. ln a railway rail, the combination oit' a web composed of longitudinal sections each having a recess in its upper edge, forming, when the sections are placed together, a longitudinal groove, a rail head having a depending flange received in the groove, a layer oi sound deadeningI material interposed between. the depending liange of the rail head and the walls of the groove, a tie-bar, and

bolts securing the sections ol the web, the I depending llange and the tie-bar together.

2. A. railway track construction oo1nprising rails each having flanges, with the inner flanges downwardly turned at their edges7 Concrete foundations supporting the rails terminating at the inside of the road bed at the downwardly turned edges of said flanges and provided with Cross drain channels, and I a layer of sound deadening material interl-J posed between each rail and its foundation. In testimony whereoll I have signed my narne to this specification in the presence of two subscribing witnesses.

JOHN H. F. SCHULZE. Witnesses:

CHAs. KOEHLER, AUGUST SCHULZE. 

